Rotary power translation machine

ABSTRACT

A rotary internal combustion engine wherein a pair of rotors operate synchronously in crossing orbital cavities and wherein a fuel-air mixture is drawn in and compressed by one rotor in one cavity, the compressed mixture fed to a precombustion chamber and therein ignited and fed into the other cavity to drive the second rotor and the engine.

United States Patent Dean, Jr. May 7, 1974 [54] ROTARY POWER TRANSLATION2,679,352 5/1954 Vance 418/207 MACHINE FOREIGN PATENTS OR APPLICATIONSlnvemorl John Dean, 8007 Green 936,283 9/1963 Great Britain l23/8.l9

Willow Court St., Huntsville, Ala. 35 802 Primary Examiner-Carlton R.Croyle [22] Filed: Nov. 15, 1972 Assistant ExaminerMichael Koczo, Jr.

[21] App]. N0.: 306,570

[ ABSTRACT 52 us. Cl. 123/819, 418/207 A rotary internal combustionengine wherein a P of 51 Int. Cl. F02b 53/00 rotors Operatesynchronously in crossing Orbital Cavi- 5 Field f Search 23 3 9 23 27329 ties and wherein a fuel-air mixture is drawn in and 123/831 841, 34347; 4 95 2 7 compressed by one rotor in one cavity, the compressedmixture fed to a precombustion chamber and 5 References Cited thereinignited and fed into the other cavity to drive UNITED STATES PATENTS thesecond rotor and the engine.

1,013,121 14 Claims, 33 Drawing Figures l/I9l2 Brooks 418/207 sum 03 or10 PATENTED m 1 \sm PATENTED I 7 I974 saw 0 4 0F 10 PATENIEDm 7 m4 SHEET05 0F 10 mum a 8m H. fi

PATENTEDIAY 119M 3309.022

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sum as or 1o PATENTEDW 91 3;809'.022

sum as or 10 1 ROTARY POWER TRANSLATION MACHINE BACKGROUND OF THEINVENTION This invention generally relates to rotary internal combustionengines.

Rotary engines have been disclosed in the literature and various ones ofthem constructed during at least the past 30 years. Despite this, onlyin the past few years has the rotary engine presented anything like achallenge to the reciprocating engine. At this time it is believed thatthere is only one such engine which has enjoyed any significantpopularity. While use of this engine is expanding and its performancehas been proven as a successful automotive engine, it has been popularlyreported that fuel economy, both as to gas and oil, has not come up tothat of certain comparatively powered reciprocating engines.

SUMMARY OF THE INVENTION It is the object and purpose of this inventionto provide a new and improved rotary engine wherein substantialadvancements are made in engine construction, performance andefficiency.

In accordance with the invention there is provided a pair of likedimensioned toroidal trucks or cavities having a common center andoriented to intersect at an included angle of 50 to 90. A rim mountedrotor rotates in one cavity and a hub mounted rotor rotates in the othercavity, crossing in two opposed common cavity regions. One of the rotorsand its associated cavity functions to draw in and compress an air-fuelmixture. The other rotor-cavity combination is interconnected to theintake-compressor rotor-cavity combination by two pre-combustionchambers related by 180. The second rotor-cavity combination receives anignited and thus expanding fuel mixture from the first one, and then theother of the pre-combustion chambers to drive this rotor and the engine.

Other objects, features are disclosed in the following specificationwhen considered together with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a three dimensionaldiagrammatical illustration of the basic configuration of the engine ofthis invention.

FIGS. 2a-2i are pictorial views generally showing the organization ofthe basic components of the engine and wherein:

FIG. 2a is of a gear cover;

FIG. 2b is of an engine head assembly;

FIG. 20 is of a gear assembly for interconnecting rotors of the engine;

FIG. 2d is of a rotary compressor rotor;

FIG. 2e is of the main shaft;

FIG. 2f is of an intake-compression rotor;

FIG. 2g is of an expansion-exhaust or power rotor;

FIG. 2h is of a central support plate assembly; and

FIG. 21 is of a detachable engine block assembly.

FIG. 3 is a perspective view, partially cut away, showing in greaterdetail the intake-compression rotor.

FIGS. 4a and 4b are left and right side perspective viewsof the powerrotor, the latter being partially cut away. FIGS. 40 and 4d arepictorial views of the left and right sides of the rotary compressorrotor, respectively.

FIG. 5 is a three dimensional diagram of the intersecting cavities inwhich the intake-compression and expansion-exhaust rotors operate.

FIG. 6 is a sectional view of the engine with a cut taken parallel withand near the main shaft of the engine. FIG. 6a is a three dimensionalview illustrating the position of the gas seals installed in the engine.

FIG. 7 is a diagrammatic illustration of a portion of the engine andparticularly illustrates combustion chambers and valve porting systemsfor the precombustion chambers.

FIG. 7A is a sectional view along lines 7A7A of FIG. 7, illustrating adetail of the construction of the carburetor employed in one embodimentof the invention.

FIG. 7b is a side view showing an example of a complete spring orsprings 304a and 30412 partially shown in FIG. 7.

' FIGS. 8a-8l are schematic illustrations of the progressive positionsof rotors during 360 of rotation of the engine.

FIG. 9 is a time chart summarizing the events which occur during the 360of rotation illustrated in FIGS. 8a-8l.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring initially to FIGS. 1,2a-2i and 5, the internal combustion engine 10 shown therein is housedin enclosure 12 which consists of a support block assembly 14 (FIG. 2i)and detachable headassembly 16 (FIG. 2b). In general enclosure 12 housesa pair of like dimensioned toroidal tracts or cavities V1 and V2 (FIGS)having a common center 18, and one of which cavities, VI, intersects theother cavity V2 within two diametrically opposite regions 20 and 22, thecavities being inclined at relative angle a of approximately 70. Theopposite or intersecting regions 20 and 22, being common to bothcavities V1 and V2 are also referred to as cross-overs or intersections.Rim-mounted rotary assembly or compressor rotor assembly 28, shown inFIG. 2f, includes an intake-compression rotary piston or rotor 30 whichrotates in cavity VI and functions to draw in and compress a fuel-airmixture from carburetor 32, mounted on support block 14 (FIG. 6).Hubmounted rotary assembly or power rotor assembly 36 includes anexpansion-exhaust rotary piston or rotor 38 which travels in cavity V2and which is driven by the fuel-air compressed charge received fromcavity V1, exploded in either one of two pre-combustion, or cavitycoupling, chambers 40 and 42, and which functions to expel exhaustgases. Rotary pistons 30 and 38 fill half of the volume of enclosure 12and are synchronously coupled for like speed rotation by gear assembly44 (FIG. 2c) such that approaching and receding ends 46 Actually each ofchambers Cl and C2 alternate between serving as intake and compressionchambers with the other chamber simultaneously performing the oppositefunction. Similarly each of chambers F1 and F2 alternate between servingas expansion and exhaust chambers with the other chamber simultaneouslyperforming the opposite function. Thus there is produced two powerimpulses per revolution of the like speed rotors. A fuel-air mixture isprovided by carburetor 32 (FIG. 6) and fed through fuel intake duct 54in housing 12 and openings 56 in hub 110 (FIGS. 2g, 4a and 4b) anddistributed through integral valves and ports in a manner to be furtherdescribed.

Following the termination of each expansion cycle, and during an exhaustcycle, expanding gases from one of the expansion-exhaust chambers, F1 orF2, is exhausted through one of exhaust vents 58 and 60 provided incylindrical wall 61 of engine block 14 (FIG. 2i). The engine componentswill now be considered in greater detail.

INTAKE-COMPRESSION ROTARY INTEGRAL ASSEMBLY Referring to FIGS. 2f and 3,rotary piston or rotor 30 in the general form of a half wheel is mountedintegral within rim 64 and the whole assembly is adapted to rotatewithin support block 14 about a center axis 66 and about common enginecenter 18. Rim 64 includes peripheral edges 68 equipped with ring seats70 adapted to accept tubular compression rings 72, shown installed inFIG. 6, and as disassembled in FIG. 6a. These rings provide a gas tightseal between rim 64 and cavity V1. Rotor 30 is essentially trapezoidalin cross-section, and extends aproximately 180 in radial length interiorof and integral with the inner curved surface 74 of rim 64. Inner curvedsurface 74 of rim 64 and inner curved surface 76 of rotor 30 aresperically contoured to conform to the surfaces of concentric spheresabout center 18. Sidewalls 78 and 79, which are perpendicular to innerand outer surfaces 76 and 74, are of a configuration formed betweenaxially aligned, but oppositely positioned, spaced, frustrums of cones.The spacing is such that were the curves full cones the common center ofthe engine would be 'at a common apex of the cones. The cones thusdescribed would have an included angle of 120 to 175, typically I60".The leading and trailing ends, or end surfaces 46 and 48 of rotor 30, asit rotates, are prismatic in form to provide optimum dynamic clearanceof rotors 30 and 38 within cross-over regions and 22. Adjacent totrailing end surface 48 of intake compression rotor there is provided anarrow transverse duct 80 which extends through essentially theinnermost one-half of the radial dimension of the rotor 30. This duct bypasses residual exhaust gases to prevent exhausting of fuel mixture. Theside wall surfaces 82 and 84 of rotor 30 are adapted to conform with andmove tangentially against conical interior walls 86 and 88 of headassembly 16 and support block 14, respectively. The outer sphericalsurface 122 of power rotor 38 is adapted to conform with sphericalinterior wall 230. The inner spherical surface 76 of rotor 30 is adaptedto conform with and move tangentially across the outer surface 113 ofhub 110 of expansionexhaust rotary assembly 36.

As a particular feature of this invention, rotational energy from spentescaping exhaust gases is used to' apply additional torque tointake-compression rotary assembly 28. Lateral inlet holes 90 (FIG. 3)are drilled inward to intersect with radial holes 92 leading into innerbody 94 of compression rotor 30. From there a series of tapered holes 96drilled intermediate radial holes 92, interconnect the inner extremity98 of same, and are inclined and open rearward with respect to thedirection of rotation of intake-compression rotor 30. Thus exhaust gasesare vented out of rim 64 via peripheral groove 100 in rim 64 and thenout of enclosure 12 through opposing directive vents 58 and 60 ofsupport block 14 (FIG. 2i). Air from the ambient atmosphere is allowedto flow into the engine through two short identical stationary ports 103(FIGS. 1 and 2) (one is shown and the other is diametrically oppositelypositioned) located adjacent and downstream from exhaust ports 332 and330 in engine head assembly 16 and engine block 14, respectively. Port103 supplies ambient air to each successive aperture 90 of rim 64 ofintake compression rotor assembly 28 immediately following the period inwhich an aperture 90 is served by exhaust ports 332 and 330.

The exhaust velocity within aperture 90, radial hole 92, requiresexternal energy to suddenly stop when it is no longer connected withexhaust port 330 or 332. This follows since the rapidly flowing exhaustgases within aperture 90 and radial hole 92 have inertia tending tocontinue flowing after it is suddenly disconnected from and no longerserved by exhaust ports 332 and 330. This inertia of the exhaust gasflow creates a partial vacuum adjacent to port 103 resulting in flowfrom atmospheric pressure of air from outside the 'engine into eachsuccessive aperture 90 of rim 64 as it is served by port 103. Flow in apipe cannot, of course, be instantaneously stopped when the supply iscut off. The negative pressure at a suddenly closed intake port iscalled a velocity head and results in a pressure head loss to the systemunless, as in the subject case, an alternate source of fluid flow isprovided. This velocity head draws fresh air in through ports 103 makingit unnecessary for instantaneous stopping and head loss. The air soingested cools the engine while it mixes with exhaust and increases thevolume flowing through the turbine. Thus, exhaust flowing throughaperture 90, radial hole 92, and tapered hole 96 is able to stop moregradually without the insertion loss inherent in impulse turbines.

Second, cool air follows exhaust into each rim aperture 90 in proportionto engine speed and engine power output to reduce engine temperaturerise.

Third, .flow through the turbine is made more uniform muffling exhaustnoise.

Fourth, volume of gas within the turbine is increased as the ambient airexpands.

Fifth, oxygen is supplied to more completely burn combustion by-productsand reduce pollution.

Sixth, pressure and temperature of the exhaust released from exhaustvents 58 and 60 are more compatible with ambient air due to mixingwithin the turbinemuffler-exhaust manifold.

And, seventh, additional power is obtained from the engine from theadditional (by-pass fan) gas volume and from not sustaining thedeceleration entrance loss.

Pressure sealing rings 102 (FIG. 3), positioned adjacentleading andtrailing ends 46 and 48 of intakecompression rotor 30, are configuredand inclined to provide a biased engagement with linear seals 104 (FIG.6a) which are abruptly encountered within crossover reions and 22 (FIG.1 Intake-compression ro tary assembly 28 is driven by means of ring gear108 secured to and positioned around and integral with the innerperiphery of rim 64.

EXPANSION-EXHAUST ROTARY INTERGRAL ASSEMBLY Expansion-exhaust rotorassembly 36 consists basically of rotary piston or rotor 38 and hub 1 10to which it is secured. Rotor 38 is a semi-circular shell having across-section and radial length identical to that of rotary piston 30 ofcompressor rotary assembly 28. Thus sidewalls 112 and 114 are identicalwith sidewalls 78 and 79 of rotor 30. Likewise, there is includedleading and trailing prismatic ends 50 and 52 and by-pass duct 120adjacent to end 52 which in this case transfers fuel mixture between C1and C2. Similarly, the outer spherical surface 122 of rotary piston 38is spherical to conform with inner spherical surface 74 of rim 64 ofintake-compression rotary assembly 28 against which it rotates. Aninterior shell portion 124 of rotary piston 38 includes integrallyformed compressor blades 126 which constitute a second stage 134 of atwo-stage centrifugal compressor configuration. The first stage 132 ofthe compressor configuration is rotatably supported within hub 110 bymain shaft 128 and is driven in contra-rotation to that of main shaft128 by gear 130 interconnecting with gear assembly 44 (FIGS. 2c and 6).As shown in FIGS. 40 and 4d, compressor stage 132 is of a centrifugaltype in which intake is in through vanes 132a and output is out throughslots 136 between vanes l32h. Flow is then into annular cavity region140 of rotary piston 38 is closed on one side 142 by annular disc 144.Cavity region 140 is between counter rotating vanes 132!) of firstcompressor stage 132 and vanes 126 of second stage compressor 134 tocreate a region of increased pressure in this cavity region. Annulardisc 144 includes a splined central opening 146 adapted to accept amating spline 148 on main shaft 128 (FIG. 2e).

FUEL INTAKE A fuel-air mixture from carburetor 32 flows through duct 54in the planar wall 232 of hub support 206 and into the interior of hub110 which functions as an intake manifold, entry being through aplurality of radially spaced inlet openings 56 in support disc 144. Themixture is compressed in hub 110 and then fed through elongated slots136 of compressor stage 132 to region 140 where the mixture meets thecounter rotating blades 126 of second stage compressor 134 and thethuspressurized mixture in this region 140 is fed through a plurality ofradially spaced outlet apertures 154 extending axially through circularplane opposing end surfaces 156 and 157 of hub 110 into alternateintake-compression chambers Cl and C2 ahead of compression surface 46and behind intake surface 48. Pcripheral ring seats 160 (extensions ofsurfaces 115 and 117) which are formed about end surface 156 and 157 ofhub 110 are adapted to engage tubular rings 162 which provide a sealbetween hub 110 and lateral conical inner surfaces 164 and 166 oftoroidal enclosure V2.

SYNCI-IRONIZATION OF INTAKE-COMPRESSION AND EXPANSION-EXHAUST ROTORASSEMBLIES Synchronizing gear assembly 44 shown in FIG. 20 connects andthus provides synchronized rotation between intake-compression rotorassembly 28 and expansion-exhaust rotor assembly 36. It Includes a largegear 168 near one end of shaft 170 and a small gear 172 on the oppositeend of shaft 170. As shown in FIG. 6, small gear 172 engages ring gear174 of hub of expansion-exhaust rotor assembly, the latter 172 drivesgear 168 of gear assembly 44 and gear 168 of gear assembly 44 in turndrives ring gear 108 of intakecompression rotary assembly 28. Equal gearratios between gears 168 and 172 and gears 108 and 174, respectively,assure that rotary pistons 30 and 38 turn in synchronism. Shaft isrotatably supported at an inner end 176, near gear 172, by hearing 178mounted to central support plate assembly 180 and at the opposite, outerend, by bearing 182 centrally secured to bearing support plate 184 ofgear cover 186.

GEAR COVER Gear cover 186 shown in FIG. 2a comprises a semicylindricalmember 188 having lower edges 190 contoured to mate with upper surface192 of engine head cover 16 and which is provided with a mounting flange194 adapted to be attached to lateral wall 234 of cavity V2 of enginehead cover 16, through mounting holes 192.

CENTRAL SUPPORT PLATE ASSEMBLY Central support plate assembly 180 shownin FIG. 2h includes a lower region 202 adapted to seal within mountingslot 204 provided in central hub support 206, being attached by bolts208 (FIG. 6) to sidewall 234 of cavity V2 through mounting holes 211.Circular upper region 212 is adapted to be secured to side wall 234 ofcavity V2 through mounting holes 216. Centrally mounted main shaftsupport bearing 218 (FIG. 6) is dimensioned to support inner end 220 ofmain shaft 128, being also axially supported by a second inner bearing222 adjacent shoulder 223 and a nut 224 threaded to inner end 220 ofshaft 128, being rotatably journalled near outer end 226 by bearing 228.

INTERIOR OF ASSEMBLED ENGINE As has been heretofore described, thecurved engaging surfaces of the engine are spherical and concentric,having a common center 18. The interior surface 74 of rim 64 (FIG. 3)and outer surface 122 of rotary piston 38 (FIG. 4a) are mating sphericalsurfaces having the same radius and the same center and the outersurface 113 of hub 110 (FIG. 4a) and the inner surface 76 of rotarypiston 30 (FIG. 2f) are mating spherical surfaces and have the samecenter. Rotary pistons 30 and 38 (FIGS. 3 and 4a) have opposed lateralsurfaces 82 and 84 and 115 and 117, respectively, which are those whichmay be said to be formed between spaced frustrums of cones positioned onthe same axis with the smaller ends of the frustrums of the conesadjacent, but spaced. The inner sidewalls of the interior of the engineenclosure, of course, having conforming closing surfaces. Thus theinterior lateral surfaces of the raised portion of engine head cover 16and the interior of the lateral walls of the inner portion of supportblock 14 conform to these frustmms of cones comprising lateral wallsurfaces 82 and 84 of rotor 30. Referring to FIG. 6, and initially tocavity V2, those portions of fixed spherical outer peripheral wall 230and conical lateral walls 232 and 243, which are integral with enginehead 16 and engine block 14, are dimensioned and contoured to the rotarypiston 38 of expansion-exhaust rotary assembly 36. Those portions ofouter wall of cavity V2 within cross-over areas 20 and 22 are enclosedby inner spherical surfaces 74 of rim 64 of intakecompression rotaryassembly 28. Outer spherical surface 1 13 of central hub 1 10 forms theinner closing wall of cavity V2. The outer peripheral closing wall ofcavity V1 comprises inner surface 74 of rim 64. Interior conicalsurfaces 236 and 238 of engine head 16 and engine block 14,respectively, are positioned to rotatably accept the complementarysurfaces 82 and 84 of rotary piston 30 of intake-compressor rotaryassembly 36. The inner sealing wall of cavity V1 is formed by fixedspherical surfaces 240 and 242 of central annular hub support 206,complemented by common spherical surface 113 of central hub 110.

SEALING RINGS sembled from engine 10 but having seals placed in the samerelative positions they assume when assembled (FIGS. 1, 6 and 7). Themultiple seals are formed of expansible tube, being essentiallyrectangular in cross section. Outwardly disposed compression rings 72,formed into continuous circular tubes, are adapted to sealably mate withperipheral ring seats 70 (FIG. 3) of support rim 64, being securelysupported by aligned annular seats 246 and 248 (FIG. 6), formed inlateral walls 236 and 238, respectively, of toroidal enclosure V1.

Inwardly disposed compression rings 162 likewise formed into continuouscircular tubes, are adapted to sealably mate with peripheral ring seats160 (FIGS, 4a and 4b) of hub 110 being supported by aligned annularseats 250 and 252 formed in lateral walls 234 and 232, respectively, oftoroidal enclosure V2 (FIG. 6). Sets 254 and 255 of linear seals 104,each consisting of four spaced linear seals, radially interconnectingbetween pairs of circular seals 162 and 172 are are supported by linearseats 256 formed at the junction of lateral walls 234 and 232 oftoroidal enclosure V2 and lateral walls 236 and 238 of toroidalenclosure 12(FIG. Linear seals 254 and 255 are adapted to guide leadingsurfaces 50 and 46 of rotors 38 and 30, respectively, within cross-overs20 and 22.

COMB USTION Identical pre-combustion chambers 42 and 40, phase orposition displaced 180, are physically illustrated in FIGS. 2b and 21and diagrammatically illustrated in FIG. 7. Referring first to onecombustion chamber 40, it will be noted that it includes an inlet port258 which is generally closable by lateral surface 84 of intakeblockedby opposite lateral surface 82 of intakecompression rotor 30 in the samefashion. Check valves 262 and 264, respectively, also closepre-combustion chamber inlet ports 258 and 260 and are biased to aclosed position by springs 259. Thus, the check valves back up thesealing provided by rotor 30 and thus double seal the inlet ports 258and 260 to prevent leakage back through the inlet ports.

The outlets from pre-combustion chambers 40 and 42 are blocked duringpresence of lateral surfaces 117 and 115, respectively, of power rotor38 for approximately 45 percent of each revolution of the engine. Suchblocking is initiated by the arrival of an exhaust surface 50 of powerrotor at outlet port 265, of one combustion chamber 40 and is terminatedby the arrival of expansion surface 52 at outlet port 265, such beingthe trailing surface of hub mounted rotor 38.

The opposite or complementary outlet port 267 of pre-combustion chamber42 is alternately blocked and unblocked by power rotor 38 in the samefashion.

As a particular feature of this invention each of the outlet ports 265and 267 is additionally sealed by means of pressure operated valvesystem 266 to assist in preventing the passage or leakage of gasesexcept when an outlet port is opened by power rotor 38 to admitexpanding gases into an expansion mode chamber of cavity V2 behind theexpansion surface 52 of power rotor 38. The system includes twodifferentially operated valve assemblies 268 and 270, which actessentially coincident with power rotor surfaces 117 and 115,respectively, to back up and positively, double seal, the outlet port ofpre-combustion chambers 40 and 42. Like components of each valveassembly carry the same reference number with added suffixes a and b. Ageneral reference to a component without the suffix shall apply to acomponent of either valve assembly.

Each of valve assemblies 268 and 270 includes a rotatable outlet valve272, mounted on a pivot 274 and biased to an open position by spring276, spring 276 applying counter-clockwise force to outlet valve 272.The high pressure surface 278 of each outlet valve 272 is exposed to theinterior of a pre-combustion chamber in which detonation 0r firingoccurs. Low pressure surface 284 of each outlet valve 272 faces andseals an outlet port (outlet port 265 or 267) of one of theprecombustion chambers 40 and 42 in its closed mode and slides intorecess 282 in its, normally open, mode. Back surface 280 of each outletvalve is exposed, within fluid chamber 286 of a valve assembly 268 and270, to a moving stream of hydraulic fluid. This stream of fluid issupplied by rotary pump 288 which draws fluid from coupling tubes 290and 292, differentially connecting fluid chamber outlet 294a of valveassembly 268 to fluid chamber inlet 296b of valve assembly 270 and fluidchamber outlet 294b of valve assembly 270 to fluid chamber inlet 2960 ofvalve assembly 268. It will be observed that inlets 296a and 296b fromtubes 290 and 292 are particularly positioned upstream of flow and thatthe pump outlets 298 and 300 are in the form of orifices downstream offlow. Normally, that is in the absence of the occurrence of a detonationin one of the pre-combustion chambers, an outlet valve would be in anormally open mode and fluid flow would be along the path of the arrowsand fluid flow between tubes 290 and292 is such that pumping iscontinuous despite mo- -mentary transients in first one then the othertube. As

shown, pump 288, itself, is out of the main circuit of the flow and thusisolated from pressure shock transients which occur with a detonation.

Each of valve assemblies 268 and 270 includes a pilot valve, valves 302aand 302b, each of which operates to open and close an inlet to fluidchamber 286 of each pilot valve. The pilot valves are each normallybiased open counterclockwise, by spring 304, and thus normally permitthe fluid flow just described. An example of a complete spring for 304ais shown in FIG. 7b. It is pretzel-shaped and, as shown, is attached byscrew 3050 to the case or housing 12 of the engine. Spring 304b is ofthe same configuration. Upon the detonation in one of the pre-combustionchambers, a rotary piston 306 would be moved downward to close a pilotvalve 302 and thus momentarily interrupt fluid flow, with the effect tobe described.

The operation of pressure operated valve system 266 is as follows.Initially, the engine is started with outlet valves 272 and pilot valves304 held open by their associated springs. Pump 288 forces a continuousflow around the unobstructed closed circuit. Assuming that a firstdetonation occurs in pre-combustion chamber 42, pilot valve piston 306bof pilot valve 302b is forced downward causing pressure to increase inthe upper left end portion 308 of tube 292 and low pressure to occurdownstream in tube 290. Outlet valve 272b would thus not be affectedbecause the operating pressure on it would be reduced and thus spring276b would maintain this valve open. Upstream of liquid pilot valve302b, there would occur an abrupt or instantaneous increase in pressurecausing a tube 292 to stretch somewhat and to start a compression (waterhammer effect) wave back past pump orifice 300 to back surface 280a ofoutlet valve 272a causing it to overcome return spring 276a and thuscause outlet valve 272a to close. This is facilitated since there is alower pressure within precombustion chamber 40 which would thus notoppose the increased fluid pressure applied to outlet valve 272a. Theenergy in the compression wave and diverted liquid from the movingstream is absorbed in the action of closing outlet valve 272a coincidentwith the arrival at outlet port 265 of exhaust surface 50 and lateralsurface 117 of power rotor 38 and therefore coincident with thecompletion of purge and beginning of a compression phase through checkvalve 262 into precombustion chamber 40.

With the completion of the just described compression phase, the closingof inlet check valve 262, alternation of the adjacent intersectionbegins. During such alternation of intersection (before an appropriateadvance spark) and the arrival of expansion surface 52 at outlet port265, spark plug 312a detonates the compressed charge in the otherpre-cornbustion chamber 40. Pressure from this detonation activatesadjacent liquid pilot valve 306a abruptly stopping liquid flow in tube290. Just as before, a vacuum occurs downstream, this time reducingpressure on back surface 280a of outlet valve 272a augmenting opening ofthis valve under the pressure on front surface 278a from the expandingcharge in pre-combustion chamber 40. Coincident with the arrival ofexpansion surface 52 of power rotor 38 at outlet port 265, valve 272aopens and thus double opens outlet port 265 to permit expansion of theexploding charge out into the volume behind expansion surface 52.Upstream, as before, compression occurs and the abruptly stopped liquidcompresses,

tube 290 stretches as necessary, and a compression wave proceeds atapproximately 4700 feet per second to the back surface 280b of theoutlet valve 272b. The energy of this wave and liquid flow divertedthereby is absorbed in the closing of outlet valve 272b locking outletport 267 coincident with the arrival of exhaust surface 50 which doubleseals outlet port 267 at the be ginning of the subsequent phase intopurged precombustion chamber 42.

Thus the closed dynamic circuit of moving fluid operates in acomplementary fashion to differentially operate outlet valves 272a and272b by means of transmitting a rapidly moving compressional (waterhammer) wave, almost simultaneously opening and closing outlet valves272 as required. The detonation force transmitted by way of a liquidpilot valve, initiates opening of an adjacent outlet port and initiatesclosing of the other outlet port coincident with the respective arrivalof expansion surface 52 and exhaust surface 50 of power rotor 38. Powerfor operating pump 288 is obtained by means of a rotary connection tomain shaft 128 of the engine by means not shown. Conventionaldistributor 227 (FIG. 1) driven by shaft 128 powers spark plugs 312a and312b (FIG. 7).

Lubrication is provided by conventional means with distribution aided bycentrifugal force from a low pressure sump in gear housing 186. Returnflow is through stationary seals 244 (FIG. 6a).

GENERAL DESCRIPTION OF FLOW THROUGH ENGINE A fuel mixture under pressureis gated through outlet apertures 154 of central hub 110, acting asintake manifold, into alternate compression chambers C1 and C2 throughdiametrically opposed inlet ports 316 and 318 (FIG. 2a), formed incentral hub support 206 of engine block 14.

Inlet port 316 has axial input opening 320 (FIGS. 8a-8l) oriented anddimensioned to communicate with axial apertures 154 in lateral wall 156of central hub and has radial outlet opening 322 entering compressionchamber C2 through outer spherical surface 240 of central hub support206. The combination of inlet opening 320, outlet opening 322 andpassageway there between, comprising a first stationary porting channel,and inlet opening 324, outlet opening 326, and passageway there between,comprising a second stationary porting channel.

Diametrically opposed inlet port 318 is similarly formed and oriented tocommunicate in like manner with axial apertures 154 in opposite lateralwall 157 of central hub 110 and with compression chamber C1 throughinlet and outlet openings 324 and 326, respectively, during thealternate rotational interval. As compression chamber C2 is beingcharged with combustible mixture, combustible mixture from a previousintake cycle is compressed in alternate chamber C l, a portion beingforced by compression surface 46 through check valve 262 (FIG. 7) intopre-combustion chamber 40. Chamber 40 having radially formed inletopening 258 in lateral wall 88 of compression chamber C1, communicateswith firing chamber F2 through similarly configured outlet opening 265in lateral wall 164 of firing chamber F2.

Openings 258 and 265 of pre-combustion chamber 40 are sealablycontrolled by lateral wall surfaces 84 and 117 of compression rotor 30and power rotor 38,

respectively. When compression, or leading surface 46 of compressionrotor 30 passes inlet opening 258 of chamber 40, now charged with fuelunder pressure, the residual compressed fuel is transferred intocompression chamber C2 as follows.

As leading surface 46 of compression rotor 30 and trailing surface 52 ofpower rotor 38 enter intersection 20 (FIG. 8d), transverse fuel bypassduct 120 of power rotor 38 interconnects minimum volume region ofchamber C1 with alternate chambers C2 thus allowing excess compressedfuel to flow into C2, partly compressing charge within C2.

When the leading surface 46 of compression rotor 30 enters compressionchamber C2 (FIG. 8g) the functions of chambers C1 and C2 areinterchanged during the next 180 interval and compression chamber C1 ischarged with fuel through opposite inlet port 318 (FIG. 2i) while fuelfrom the previously described intake cycle is compressed in chamber C2.A maximum portion of this fuel is forced into second pro-combustionchamber 42, having inlet opening 260 in lateral wall 236 of chamber C2and which communicates with firing chamber F1 through outlet opening 267formed in lateral wall 234. As the leading and trailing surfaces 46 and52 of compression and power rotors 30 and 38, respectively intersectwith opposite intersection 22, excess fuel under pressure is againtransferred, this time into opposing chamber C1 through bypass duct 120'of power rotor 38 (FIG. 8j).

During this same interval, exhaust bypass duct 80 of intake-compressionrotor 30 (FIGS. 8d and 8j) interconnects F1 and F2 to equalize exhaustpressures preventing the exhaust of combustible mixture from chambers Cland C2 during alternation-of-intersections intervals.

Spent gases from the expansion cycles are scavenged by leading exhaustsurface 50 of power rotor 38 and are routed into exhaust turbineelements 96 through exhaust ports 328 and 330. Exhaust port 328 havingradial inlet slot 332 formed in outer Wall 230, within minimum volumeregion 334, of firing chamber Fl interconnects with tangential outletslot 336 positional to communicate with inlet apertures 90 of supportrim 64 of intake-compression rotary assembly 28. Opposite exhaust port330 similarly placed and formed in firing chamber F2 has outlet opening338 adapted to communicate with opposing inlet apertures 90 of supportrim OPERATION With particular reference to FIGS. 8a through 81 there isshown, in schematic form, the completion of four phases of engineoperation as they occur during alternate 180 rotational intervals ofengine, namely expansion, exhaust, intake and compression. FIG. 9illustrates the time relationship between events in different parts ofthe engine. In the schematic drawings, those elements not vital to anunderstanding of the above mentioned phases of operation have beenomitted. In order to facilitate cross reference between the variousfigures heretofore described, like elements of the encompressionchambers C1 and C2, being gated through outlet apertures 154communicating with intake ports 316 and 318 (FIG. 2i). For clarity, onlythe final outlet openings 322 and 326 of intake ports 316 and 318respectively (FIG. 21?) leading directly into compression chambers C1and C2, are shown in the schematic drawings 8a and 81.

Further, only the inlet openings 332 and 331 (FIG. 2) of exhaust ports328 and 330 of respective firing chambers F1 and F2 are shown. Arrowsindicate direction of engine rotation and gas flow. The sequence ofevents depicted in FIGS. 8a through 81 is initiated when compressionrotor 30 and power rotor 38 are in the respective positions as shown inFIG. 8a. As the sequence progresses (FIG. 8a), crossover 20 is sealed bypower rotor 38 and crossover 22 is sealed by compression rotor 30obtaining compression chamber Cl, and closed firing chamber Fl withinenclosure 12. As shown in FIG. 8a, burning combustibles, withinprecombustion chamber 42, having been ignited by spark plug 312b, expandinto minimum volume region of firing chamber Fl appiying a tangentialforce to trailing surface 52 of power rotor 38. For purposes of enginetiming, this angular position is chosen as 0 (FIG. 9). As

this impulse is applied, compression rotor 30 and power rotor 38continue to rotate in synchronism in the direction indicated, and thefirst four phases of operation of engine 10 occur during the first ofrotation.

Referring to compression chambers C1 and C2, as the trailing end 48 ofcompression rotor 30 recedes from intersection 20, outlet opening 322 ofintake port 316 (FIG. 2i) previously closed by inner surface 76 of rotor30 is opened, admitting a fuel mixture into compression chamber C2 asthe swept volume increases. As is shown in FIG. 9, intake in C2 actuallybegins at zero degrees and concludes at 132 degrees.

Opposite fuel outlet opening 326 ofinlet port 318 has been closed byleading inner surface 76 of rotor 30 and pre-combustion chamber 40 ispurged of dead gases from a previous expansion cycle. Purge cycle endsas lateral surface 117 of power rotor 38 seals outlet opening 265 (FIG.8b), obtaining closed compression chamber Cl. Thus compression occurs inC1 from 23 degrees to 132 (FIG. 9). As the volume within chamber C1decreases, fuel from a previous intake cycle is compressed by leadingsurface 46 of compression rotor 30 until rotor 30 reaches the positionshown in FIG. 8d.

With respect to events occurring within firing chambers F1 and F2 (FIGS.8a-8f), expansion continues in firing chamber Fl pushing trailingsurface 52 of power rotor 38 to the position shown in FIG. 8e whereexhaust inlet opening 332 is open at 173 (FIGS. 8f and 9). Pneumaticpre-compression of subsequent compression phase is achieved using ameasure of residual expansion during alternation-of-intersections.

Spent gases within firing chamber F 2 are scavenged by leading surface50 of power rotor 38, being expelled outward through exhaust opening 331(FIGS. 86-8d). The largest possible fraction of combustible mixture,stored for the subsequent explosion phase, is now compressed throughcheck valve 262 (FIGS. 8c and 9) into precombustion chamber 40, theremaining excess compressed mixture being contained within minimumvolume region of compression chamber C1. As shown in FIG. 8d, whentrailing end or expansion surface 52 of power rotor 38 entersintersection 20, intersecting compression rotor 30, fuel bypass duct 120of power rotor 38 interconnects compression chambers C1 and C2 bypassingpre-compressed fuel mixture being retained within compression chamber Clinto compression chamber C2, at I47 degrees (FIG. 9), adding to thecharge from intake stroke in chamber C2 in preparation for thesubsequent compression cycle in C2. At the same time, exhaust bypassduct 80 of compression rotor 38 interconnects firing chambers F1 and F2equalizing exhaust pressure between the two and preventing exhaust offuel mixture.

The outer surface 122 (FIG. 2g) of power rotor 38 has opened exhaustopening 332 (FIG. 8d) and is closing opposite exhaust opening 331.Although exhaust inlet opening 332 is unsealed, exhaust port 328 isclosed by inner peripheral wall 91 of support rim 64 (FIG. 2f) being insealable contact with outlet opening 336 (FIG. 2b), thus F1 is still insealed condition. During the following interval (FIG. Se) in which powerrotor 38 and compression rotor 30 are in the process of alternatingoccupancy of intersections and 22, simultaneously, residual pressurewithin firing chamber F1 is released, by way of intersections 20 and 22into compression chamber C2 to further compress the entire charge inpreparation for a subsequent compression stroke. As compression andpower rotors and 38, respectively, reach positions shown in FIG. 8f,crossover 22 is being sealed by power rotor 38 and crossover 20 is beingsealed by compression rotor 30, to obtain compression chamber C2 andclosed firing chamber F2 as shown in FIG. 8g. Thus, as shown in FIG. 9the first four phases of operation are completed, at 180, ignitionhavingoccurred in pre-combustion chamber 40, during previous depending uponspark advance (FIG. 9).

The beginning of a like sequence of events occurring during thefollowing 180 interval is depicted in FIG. 8g, wherein intake now occursin compression chamber C1, through outlet opening 326, as oppositeoutlet opening 320 is closed by inner surface 76 of compression rotor30. Outlet opening 265 of precombustion chamber 40 opens admittingburning combustibles, having been ignited by timed spark to spark plug312a, to enter firing chamber F2, also igniting compressed chargealready in F2. This initiates the second expansion cycle within firingchamber F2 at 180 (FIG. 9), such as occurred at 0 within firing chamberFl (FIG. 8a), wherein a tangential force is again applied to trailingsurface 52 of power rotor 38. Leading surface of power rotor 38scavenges spent gases from the previous expansion cycle pushing them outexhaust port 332 now unsealed. Thus exhaust begins in F1 at 173 and endsat 320 as shown in FIG. 9.

Compression rotor 30 advances into compression chamber C2, at 180 (FIG.8g), and precombustion chamber 42 is purged of spent gases from theprevious explosion cycle. The purge cycle ends as power rotor 38advances to close outlet opening 267 of precombustion chamber 42 (FIG.8h). As the volume within chamber C2 decreases, fuel from the previousintake cycle is fully compressed through check valve 264 intoprecombustion chamber 42 as compression rotor 30 reaches the positionshown in FIG. 8j. As is shown in FIG. 8j, excess precompressed fuel isagain transferred, in this case from minimum volume region ofcompression chamber C2 through fuel bypass duct 120 of power rotor 38into compression chamber C1.

CARBURETION FIGS. 1, 7 and 7A illustrate a particular system ofsupplying an air-fuel mixture to the engine. As shown, a carburetor 317is associated with and supplies a fuelair mixture to each of intakeports 317 and 318 (FIG. 21'). Fuel is fed to each of carburetors 316through a fuel line 352 (FIG. 7) and passes into throat or restriction320 of the carburetor through fuel jets 341. Air is controllablythrottled into the carburetor by means of rotary valve 342. Rotary valve342 (shown open) is controllably operated by means of shaft 349 which inturn is operated by linkage arm 350 coupled thereto by means (shownclosed) of a lever arm 354. Shaft 349 which is coupled to linkage 350through arm 353 control the second of the carburetors, not shown, whichsupplies a fuel into the engine through port 318. By this form ofintegrated carburetor, as shown, volumemetric efficiency and controlresponse is substantially improved.

It is to be noted that one, vaporized fuel is absent from the gasflowing in through two centrifugal compressor stages and is introducedin the turbulent flow through respective intake ports adjacent torespective intake chamber C1 or C2.

Second, heat of vaporization is supplied from the compressed air flowingthrough intake port cooling intake mixture as it enters intake chamberCl and C2 increasing the density and cooling the engine in the process.

Third, all intake air passes through low pressure engine oil sumpeliminating the need for ports 54 in support block and ports 56 in backwall 157 of hub of power rotor assembly 36.

An air cleaner and choke may be attached directly to gear cover 186 andinlet to centrifugal compressor 132 reversed so that cool inlet air maypass directly through the center of the engine, cooling the gears andbearings.

SUMMARY OF ACCOMPLISHMENTS One major advantage inherent in the engine ofthis invention is the relatively constant angular velocity of the majormoving parts.

A second major advantage is that there occurs purely tangential virtualdisplacement of gas interface surfaces.

Third, there is achieved a relatively constant air intake and exhaust.

Further, there is provided an inside to outside cooling gas flow path.

While the invention has been particularly described as providing a newand improved rotary internal combustion engine, its structure also willperform the function of fluid energy conversion in general such asprovided by pumps, compressors, and external as well as internalcombustion engines.

What is claimed is:

l. A rotary power translation machine comprising:

first and second toroidal cavities intersecting in first and secondcommon regions and said cavities being relatively inclined about acommon center at an included angle of 50 to 90;

a first rotor assembly comprising an annular rim and a half annularrotor interior of and integral with said annular rim, and said annularrotor being positioned, configured, and having a mass distribution forbalanced sealable rotation within said first toroidal cavity;

a second rotor assembly comprising a hub and a second half annular rotormounted about and integral with said hub, the interior of which hubcomprises an intake manifold and said hub being positioned, configured,and having a mass distribution for balanced sealable rotation withinsaid second toroidal cavity;

intake porting means comprising:

an opening in said second cavity adapted to admit fluid into said hub,

first and second stationary porting channels having outlets into firstand second angularly opposite regions of said first cavity,respectively,

a first set of ports in said hub positioned to cooperatively engage theinlet of said first stationary porting channel during a firstselectively portion of the rotation of said second half angular rotor,and

a second set of ports in said hub positioned to cooperatively engage theinlet of said second stationary porting channel during a second selectedportion of the rotation of said second half annular rotor,

whereby fluid is alternately supplied to said angularly opposite regionsof said first cavity;

first and second cavity coupling chambers, said first cavity couplingchamber being coupled between said cavities across and thus by-passing,for a relatively short distance, said first intersecting region, saidsecond cavity coupling chamber being coupled between said cavitiesacross and thus by-passing, for a relatively short distance, said secondintersecting region;

drive means interconnecting said first and second rotor assemblies forsynchronous cross rotation of said annular rotors; and

shaft means coupled to at least one of said rotor assemblies forproviding shaft couplings to said rotary power translation machine.

2. A rotary power translation machine as set forth in claim 1 whereinthe trailing edge of each said half annular rotor includes a transverseslot, which said slot in said first half annular rotor by-passesresidual fluid in an otherwise large, sealed cavity region of saidsecond cavity to the smaller cavity region of that cavity and said slotin said second half annular rotor by-passes residual gases in anotherwise sealed small cavity region of said first cavity to the thenlarger cavity region of said first cavity, whereby otherwise trappedgases are disposed of by transfer to a subsequent cycle of opera tion.

3. A rotary power translation machine as set forth in claim I furthercomprising:

first sealing means comprising a pair of spaced expandible sealscircularly configured and adapted to seal between said first cavity andopposite edges of the joinder between said first half annular rotorportion and the annular rim portion of said first rotor assembly; secondsealing means comprising a pair of spaced stationary expansible sealscircularly configured and adapted to seal between said second cavity andopposite edges of said second half annular rotor where said second halfannular rotor adjoins the hub portion of said second rotor assembly; and

third sealing means comprising expansible seal members extending betweensaid first seal means and said second seal means on each cavity wallalong each intersecting cavity wall adjacent each intersection betweensaid first cavity and said second cavity.

4. A rotary power translation machine as set forth in claim 3 furthercomprising fourth sealing means comprising rotating expansible rotorseals extending generally radially on the exposed side region adjacenteach end of each half annular rotor, on the inner peripheral surface ofsaid'first rotor, and on the outer peripheral surface of said secondrotor.

5. A rotary power translation machine as set forth in claim 4 whereinsaid fourth sealing sealing means includes in each said region at leasttwo said expansible seals and said machine further comprises means forsupplying a lubricant to the region between at least two of said sealsand said first, second, and third sealing means comprise passageways,whereby lubricant is centrifically distributed outward between seals byrotation of said half annular rotors from the center region of saidmeans and distributed and returned to the center region of said machinethrough said first, second, and third said sealing means. i

6. A rotary power translation machine as set forth in claim 1 furthercomprising first and second exhaust transfer means, positioned l80apart, each comprising a stationary porting channel having an inlet portadapted to receive exhaust fluid from a selected region of said secondcavity by being uncovered by said second rotor and an outlet portadapted to communicate with selected openings into the interior of therim of said first rotor assembly from which they are exhausted throughfirst cavity wall.

7. A rotary power translation machine as set forth in claim 1 whereinsaid second rotor assembly includes compression means for receiving saidfluid into said hub and compressing said fluid and supplying it underpressure through said first and second stationary porting channel andsaid first and second sets of ports in said hub to said annular oppositeregions of said first cavity.

8. A rotary power translation machine as set forth in claim 6 whereinthe interior of said second rotor assembly includes a plurality ofperipherally directed, but canted, passageways whereby additionaleffective fluid pressure is created.

9. A rotary power translation machine as set forth in claim 1 furthercomprising means for providing a fuelair mixture as said fluid to saidfirst cavity.

. 10. A rotary power translation machine as set forth in claim 9 whereinsaid means for providing said fuelair mixture includes a throttle valvein each of said porting channels and means for supplying fuel into saidlast named channels whereby carburetion occurs and air and fuel aremixed in said channels and the speed of said engine is controlled by theoperation of said throttle valves.

11. A rotary power translation machine as set forth in claim 9 whereinsaid first and second channels connecting said cavities comprisepre-combustion chambers and said engine further comprises ignition meanscoupled to each said pre-combustion chamber for igniting a fuel-airmixture received from said first cavity.

12. A rotary power translation machine as set forth in claim 11 furthercomprising check valve means at the entrance of each said pre-combustionchamber from said first cavity for permitting fluid flow through theentrance to the pre-combustion chamber from said first cavity andassists in inhibiting flow out of the entrance of said combustionchamber into said first cavity, whereby the outlet valving of said firstcavity is made redundant.

13. A rotary power translation machine as set forth in claim 11 furthercomprising:

a first normally open valve means interconnecting the exit of said firstpre-combustion chamber to said second cavity and a second normally openvalve means interconnecting the exit of said second pre-combustionchamber to said second cavity; and

radial planes intersecting at said common center.

1. A rotary power translation machine comprising: first and secondtoroidal cavities intersecting in first and second common regions andsaid cavities being relatively inclined about a common center at anincluded angle of 50* to 90*; a first rotor assembly comprising anannular rim and a half annular rotor interior of and integral with saidannular rim, and said annular rotor being positioned, configured, andhaving a mass distribution for balanced sealable rotation within saidfirst toroidal cavity; a second rotor assembly comprising a hub and asecond half annular rotor mounted about and integral with said hub, theinterior of which hub comprises an intake manifold and said hub beingpositioned, configured, and having a mass distribution for balancedsealable rotation within said second toroidal cavity; intake portingmeans comprising: an opening in said second cavity adapted to admitfluid into said hub, first and second stationary porting channels havingoutlets into first and second angularly opposite regions of said firstcavity, respectively, a first set of ports in said hub positioned tocooperatively engage the inlet of said first stationary porting channelduring a first selectively portion of the rotation of said second halfangular rotor, and a second set of ports in said hub positioned tocooperatively engage the inlet of said second stationary porting channelduring a second selected portion of the rotation of said second halfannular rotor, whereby fluid is alternately supplied to said angularlyopposite regions of said first cavity; first and second cavity couplingchambers, said first cavity coupling chamber being coupled between saidcavities across and thus by-passing, for a relatively short distance,said first intersecting region, said second cavity coupling chamberbeing coupled between said cavities across and thus by-passing, for arelatively short distance, said second intersecting region; drive meansinterconnecting said first and second rotor assemblies for synchronouscross rotation of said annular rotors; and shaft means coupled to atleast one of said rotor assemblies for providing shaft couplings to saidrotary power translation machine.
 2. A rotary power translation machineas set forth in claim 1 wherein the trailing edge of each said halfannular rotor includes a transverse slot, which said slot in said firsthalf annular rotor by-passes residual fluid in an otherwise large,sealed cavity region of said second cavity to the smaller cavity regionof that cavity and said slot in said second half annular rotor by-passesresidual gases in an otherwise sealed small cavity region of said firstcavity to the then larger cavity region of said first cavity, wherebyotherwise trapped gases are disposed of by transfer to a subsequentcycle of operation.
 3. A rotary power translation machine as set forthin claim 1 further comprising: first sealing means comprising a pair ofspaced expandible seals circularly configured and adapted to sealbetween said first cavity and opposite edges of the joinder between saidfirst half annular rotor portion and the annular rim portion of saidfirst rotor assembly; second sealing means comprising a pair of spacedstationary expansible seals circularly configured and adapted to sealbetween said second cavity and opposite edges of said second halfannular rotor where said second half annular rotor adjoins the hubportion of said second rotor assembly; and third sealing meanscomprising expansible seal members extending between said first sealmeans and said second seal means on each cavity wall along eachintersecting cavity wall adjacent eaCh intersection between said firstcavity and said second cavity.
 4. A rotary power translation machine asset forth in claim 3 further comprising fourth sealing means comprisingrotating expansible rotor seals extending generally radially on theexposed side region adjacent each end of each half annular rotor, on theinner peripheral surface of said first rotor, and on the outerperipheral surface of said second rotor.
 5. A rotary power translationmachine as set forth in claim 4 wherein said fourth sealing sealingmeans includes in each said region at least two said expansible sealsand said machine further comprises means for supplying a lubricant tothe region between at least two of said seals and said first, second,and third sealing means comprise passage-ways, whereby lubricant iscentrifically distributed outward between seals by rotation of said halfannular rotors from the center region of said means and distributed andreturned to the center region of said machine through said first,second, and third said sealing means.
 6. A rotary power translationmachine as set forth in claim 1 further comprising first and secondexhaust transfer means, positioned 180* apart, each comprising astationary porting channel having an inlet port adapted to receiveexhaust fluid from a selected region of said second cavity by beinguncovered by said second rotor and an outlet port adapted to communicatewith selected openings into the interior of the rim of said first rotorassembly from which they are exhausted through first cavity wall.
 7. Arotary power translation machine as set forth in claim 1 wherein saidsecond rotor assembly includes compression means for receiving saidfluid into said hub and compressing said fluid and supplying it underpressure through said first and second stationary porting channel andsaid first and second sets of ports in said hub to said annular oppositeregions of said first cavity.
 8. A rotary power translation machine asset forth in claim 6 wherein the interior of said second rotor assemblyincludes a plurality of peripherally directed, but canted, passagewayswhereby additional effective fluid pressure is created.
 9. A rotarypower translation machine as set forth in claim 1 further comprisingmeans for providing a fuel-air mixture as said fluid to said firstcavity.
 10. A rotary power translation machine as set forth in claim 9wherein said means for providing said fuel-air mixture includes athrottle valve in each of said porting channels and means for supplyingfuel into said last named channels whereby carburetion occurs and airand fuel are mixed in said channels and the speed of said engine iscontrolled by the operation of said throttle valves.
 11. A rotary powertranslation machine as set forth in claim 9 wherein said first andsecond channels connecting said cavities comprise pre-combustionchambers and said engine further comprises ignition means coupled toeach said pre-combustion chamber for igniting a fuel-air mixturereceived from said first cavity.
 12. A rotary power translation machineas set forth in claim 11 further comprising check valve means at theentrance of each said pre-combustion chamber from said first cavity forpermitting fluid flow through the entrance to the pre-combustion chamberfrom said first cavity and assists in inhibiting flow out of theentrance of said combustion chamber into said first cavity, whereby theoutlet valving of said first cavity is made redundant.
 13. A rotarypower translation machine as set forth in claim 11 further comprising: afirst normally open valve means interconnecting the exit of said firstpre-combustion chamber to said second cavity and a second normally openvalve means interconnecting the exit of said second pre-combustionchamber to said second cavity; and valve operating means responsive todetonation in said first pre-combustion chamber for momentarily closingsaid second valve means and responsive to detonation in said secondcomBustion chamber for momentarily closing said first valve means,whereby the intake valving of said second cavity is made redundant. 14.A rotary power translation machine as set forth in claim 11 wherein theexit of each of said pre-combustion chambers includes sidewallsconforming to radial planes intersecting at said common center.